NEp8ntballer
cyber ninja
do you have a compressor map handy for that turbo? Precision's website isn't too helpful in that regard.
Quaife, NIB Tokicos, performance parts
- Thread starter Toolman
- Start date
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I doubt you will find a comp map for any of precisions models, at least the new billet stuff.
Here is an informative post I came across:
Precision is their own company. They ended their contract with Garrett several years ago, and they do not nor have they ever, used Borg-Warner Parts. BW parts are not compatible with their designs at all.
The reason why billet wheels are so popular for more power is not because of the fact that they are lighter, or because they are just more durable on average than an inconel counterpart. Due to advances in manufacturing technology and availability of resources that can make billet compressor wheels, many turbocharger companies that specialize in the aftermarket now have the ability to change the aerodynamic design of the compressor wheels in a way that makes them more unique for the characteristics that they want to have.
See, all of Borg-Warner and Garrett's compressor wheels and turbine packages have to go through OEM standards including rotational, durability,"burst" testing in order to be sold to the public, because for every aftermarket wheel they manufacture, they sell 10 times the number of that wheel type to the OEM, with the exception of a few sizes. The Billet wheels that are made for most companies that offer them, with the exception of a few, do not have to go through such standards in order to be introduced into the public, because their intention is for "off-road use only". This gives flexibility to the turbocharger company so that they can create designs that will maximize their purpose. (i.e. midrange power, top end power, low-end torque, etc.). this is why on average, they are more expensive then the standard ones; you're basically paying for the research and development it took for these companies to make custom designs. if you notice, however, the turbine wheels are still made of the standard materials from the last 10 years or so, because very few materials can withstand the demands that the turbine wheel and shaft experience.
The Garrett engineers were correct when they said that there is no power difference between a billet wheel and one that is made of traditional inconel aluminum. The difference is that on average the billet wheel has increased durability and gives the ability for the manufacturer to make changes in aerodynamic design of the compressor wheel blades. Better Aerodynamics = more power (on average)
This is why you will never see "compressor maps" for any of the billet series. Because there aren't any, unless they put the cartridge up to a turbine dynamometer for testing. Most companies, including the ones that I've made, will never divulge those to the public. So there is no point in asking for them or searching for them online.
Just thought I'd clear that up.
Suffice it to say, this turbo had no issue moving SHO AMOs SHO to the 12 sec category, and while I have not used it, SHO AMO claimed it was perfect for the SHO (in terms of spooling/boost characteristics).
It is a better turbo than the precision I have in my turbo track SHO. But I would have to redo my pipes (different in/out flanges), and I could probably not get a whole lot for that older precision.
Here is an informative post I came across:
Precision is their own company. They ended their contract with Garrett several years ago, and they do not nor have they ever, used Borg-Warner Parts. BW parts are not compatible with their designs at all.
The reason why billet wheels are so popular for more power is not because of the fact that they are lighter, or because they are just more durable on average than an inconel counterpart. Due to advances in manufacturing technology and availability of resources that can make billet compressor wheels, many turbocharger companies that specialize in the aftermarket now have the ability to change the aerodynamic design of the compressor wheels in a way that makes them more unique for the characteristics that they want to have.
See, all of Borg-Warner and Garrett's compressor wheels and turbine packages have to go through OEM standards including rotational, durability,"burst" testing in order to be sold to the public, because for every aftermarket wheel they manufacture, they sell 10 times the number of that wheel type to the OEM, with the exception of a few sizes. The Billet wheels that are made for most companies that offer them, with the exception of a few, do not have to go through such standards in order to be introduced into the public, because their intention is for "off-road use only". This gives flexibility to the turbocharger company so that they can create designs that will maximize their purpose. (i.e. midrange power, top end power, low-end torque, etc.). this is why on average, they are more expensive then the standard ones; you're basically paying for the research and development it took for these companies to make custom designs. if you notice, however, the turbine wheels are still made of the standard materials from the last 10 years or so, because very few materials can withstand the demands that the turbine wheel and shaft experience.
The Garrett engineers were correct when they said that there is no power difference between a billet wheel and one that is made of traditional inconel aluminum. The difference is that on average the billet wheel has increased durability and gives the ability for the manufacturer to make changes in aerodynamic design of the compressor wheel blades. Better Aerodynamics = more power (on average)
This is why you will never see "compressor maps" for any of the billet series. Because there aren't any, unless they put the cartridge up to a turbine dynamometer for testing. Most companies, including the ones that I've made, will never divulge those to the public. So there is no point in asking for them or searching for them online.
Just thought I'd clear that up.
Suffice it to say, this turbo had no issue moving SHO AMOs SHO to the 12 sec category, and while I have not used it, SHO AMO claimed it was perfect for the SHO (in terms of spooling/boost characteristics).
It is a better turbo than the precision I have in my turbo track SHO. But I would have to redo my pipes (different in/out flanges), and I could probably not get a whole lot for that older precision.
Also, this turbo, while having good quick boost (it is used a number of small displacement 4-cylinder engines, honda/subie), it has made over 800whp in a number of cars. Here is a good vid of a Supra making 650whp or so:
[youtube]keHMeNhUIZ0[/youtube]
[youtube]keHMeNhUIZ0[/youtube]
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vortex2450
Buying Parts...
what's the A/R ratio of the housing?
-josh
-josh
Geek SHO
SHO Addict
I'm casually shopping for a turbo, and am somewhat interested too. Also, you mentioned you have a downpipe? Is that for the Toolman style hot-pipe configuration? My motor can probably handle 600+ horsepower, but I'd like to start at around 400-450hp to limit transaxle destruction. Would this turbo work for this relatively wimpy power goal?
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Precision Billet 6265
Journal bearing
Exhaust:
T3 inlet
.82 a/r
2.5in vband outlet
Intake
4in inlet
.70 a/r
2.5in outlet
In my opinion that turbo loved 13psi (around 400whp). I would have loved to turn it up to 17. This turbo comes standard in AMS' Evo X turbo kits. They ran them at around 35 psi.
It has VERY low mileage.
Journal bearing
Exhaust:
T3 inlet
.82 a/r
2.5in vband outlet
Intake
4in inlet
.70 a/r
2.5in outlet
In my opinion that turbo loved 13psi (around 400whp). I would have loved to turn it up to 17. This turbo comes standard in AMS' Evo X turbo kits. They ran them at around 35 psi.
It has VERY low mileage.
Added new parts!
Bump!
Adding lots of parts soon, stay tuned!! If you don't see it here, PM me, I probably have it on a shelf.
Jarrod
OK SHO - now in TX!
When you get a minute, shoot me a price on a Gen III subframe, Tim. I'll come pick it up!
easy_stuff
New Member
How much for the brakes ?
SinisterSHO
Rust free
pm sent
bump!
NOS Tokicos - still in box - $600
hi comp 3.0 engine with UDP's, head work, stage ii cams (made 257whp) (sale pending)
12.2'' TCE brakes - complete with knuckles - $375
track tires (3 good kumho victoracers 1.5 track days on them) $50 each
HID headlights (bolt in) - $60
Jose Short Shifter - with braces - $325
Rear Intrax springs - $75
16x7 Crager wheels - 5 spoke, 19lbs - $175
17x7 Centerline RPMS - forged, 13.5lbs each, with Kumho Ecsta MX's - $500
hi comp 3.0 engine with UDP's, head work, stage ii cams (made 257whp) (sale pending)
12.2'' TCE brakes - complete with knuckles - $375
track tires (3 good kumho victoracers 1.5 track days on them) $50 each
HID headlights (bolt in) - $60
Jose Short Shifter - with braces - $325
Rear Intrax springs - $75
16x7 Crager wheels - 5 spoke, 19lbs - $175
17x7 Centerline RPMS - forged, 13.5lbs each, with Kumho Ecsta MX's - $500
Leo(209)(707)
Member
What is the TCE Brake setup? Spindles and all for that price? and do they fit under slicers?
(Hopefully my noob isn't showing too much with those questions, haha)
(Hopefully my noob isn't showing too much with those questions, haha)
Complete yes, with spindles. Under slicers with a thin spacer (5-6mm)
Or I have two sets of wheels for sale (great prices) that will fit over them no problem.
Or I have two sets of wheels for sale (great prices) that will fit over them no problem.
Updated
Prices dropped on Quiafe, Jose SS
PITT
TURD POLISHER
Got a pic of the centerlines?
